Switch for use in turn-indicating signaling systems



Oct. 20, 1953 [)[BELKA 2,656,426

SWITCH FOR USE IN TURN-INDICATING SIGNALING SYSTEMS Filed May 10, 1950 5 Sheets-Sheet l RIGHT RIGHT FRONT RIGHT REAR RIGHT mom- RE R FIGZ. FIG.|8. l5 7 17 5 I7 FLASHER 35L 3 245 3 /03b -239 'PILQ'S 7 -89 220 i; m BRAKE Q 1, PEDAL I A $5 I 83 SW'TCH :35 2 :41 T 235 7 .23 2s? 4 22 m 349 237 i 55 2 257- J M 69 24?: 25 l v, LEFT LEFT FRONT LEFT REAR LEFT FRONT 17/ I69 257 REAR 9' 23/, 9 9 247 24 9 3/9 235 233 233 53 233 H. e. DIBELKA 2,656,426

SWITCH FOR USE IN TURN-INDICATING SIGNALING SYSTEMS 5 Sheets-Sheet 2 Filed May 10, 1950 H. G. DIBELKA Oct. 20, 1953 SWITCH FOR USE IN TURN-INDICATING SIGNALING SYSTEMS Filed May 10, 1950 3 Sheets-Sheet 5 FIG. I4.

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FIGI I.

Patented Oct. 20, 1953 UNITED STATES PATENT OFFICE Iienry G. Ilibellia, Chicago; Ill., vassignor to Auto Lamp; Manufacturing 00., Chicago, 111., 2, limited partnership This invention'relat'es to""switch'es"' for use in turn-indicating signallingsyst'eins for vehicles; and more particularlvto switches"for"use in automatically resetting or self-cancelling systems'of this class.

The object of 4 the invention" is the provision of a novel improved switch for use in an auto matically resetting of self-cancelling turn indicating signalling system" for vehicles, which may be economicallymanufactured"and readily installed, without requiringany alteration of vehicle structure, and'which is reliableandiela tively trouble-free'in operation. By fauto'matically resetting or self-cancelling? is meant herein a type of system wherein a switch-operi ating member is manuall'y'moved from a neutral position to a right turn position 'or 'to' a left turn position-f to causefoperati'on'ofa right turn indicator or a left turn indicator, respectively, and wherein the operating member automatically" returns to its neutral position in'response' to turn'-' ing of the vehicle.' v

The invention accordingly comprise'sthe'ele ments and combinations of elements, features of construction, and" arrangements "of' parts which will be exemplified'in the structures hereinafter described, and the scope "of the applicationfof which will be indicated in the following'claiinf In the aocompanyingdrawings, V 7

Fig.1 is a'diagr'a'minatic' view in elevation of part of the steering gearof a vehicle having elef' merits of the "signalling system applied there to;

Fig.2 is a wiringdiagiambf'onesysten'if Fig. 3 is a plan view/"of a switch of the inveii tion, with parts broken 'awayand'shown insec tion;

Fig.4 is a view sim'iIar-iOiFigL-B but 'with'a' cover of the switch removed; H I l Figs. 5, 6 and 7 are" sections takenrespectively" on'lines 5, 6- 6 ar'idl-l of Fig: 4, with the" cover in place; e H x v Fig. 8 is a longitudinal section of'a steame e a s tc sejd' the yst m; 0

13 is l rsiedsectioniqi aswi cli'u t in the switch, takensubstaritiallyon line 13 13 of Fi 4 Fig. "18 is a wiring 'di'ag raiffof amalternative" formof the -'s'ysteni- Similar reference characters indicate corresponding parts throughout the several views of the drawings. 1

Referring to the drawings, there is shown at I in Fig. l the conventional steering column of a motor vehicle. The steering wheel of the vehicle is designated 3. As is conventional and well known and therefore not shown in detail, the steering wheel isfixed on the upper end of. a steering rod 4 which extends through the steering'column. The steeringrod 4 is geared at its lower endto a shaft Ecarrying the usual pitman arm I for actuating the usual drag link (not shown). I Usuallythe pitman' arm is held on the shaft 5 by a nut 9 threaded on the endof the shaft, the nut being hexagonal. Mounted on the steering column: just under thesteering wheel is a manual control switch of this invention, gen erally designated l I. This has an operating member l 3 'consisting'of a 'pivoted lever which'is biasedto a'neutralpcsitionand which may be manually swung to one side of its neutral position to a right turn position or to the other side in either its right turn or its left turn position by an electrically controlled latch, to be more particularly described, including electromagnetic means 'andsbeeifically a solenoid coil 23 (Fig. 2). The latter is 'jcohn'ected in-a circuit including a switchifiiactuatedbythe shaft 5. The switch everjwhen thesteering' wheelisturned to make either a right or leftturn, the switch 25 closes and completesthe .solenoidfcoil circuit to enere,

.giz'e' the coil and release the lever return'to neutral positione As illustrated in detail. in Figs; 3-7, the manual control switch H comprisesa supportmade as 3 for its a-twm-p'art'housing .21.. The housing comprises- 'a cup-shaped base 297having a bottom wall 3! and a peripheral wall33, and a cup-shaped cover 35 having a top wall 3'land a peripheral wall 39; the base and coverbeingengaged rim-to-rimi The latter-are an'dheld together by posts 4|. threaded at their lower ends in bosses 43 project- 25 is open when the vehicle is not in a turn. How-' ing upward from the bottom wall 3| of the base. Screws 45 extend through the top wall 31 of the cover and are threaded in the upper ends of the posts. The peripheral walls of both the base an the cover are made concave at one end of the housing, as indicated at 41, to fit the steering column 3. The housing is adapted to be secured to the steering column under the steering wheel 3 by a strap 59 hooked at one end in an opening 5% in the concaved end of the base 29 with its other end secured in a recess 53 in the peripheral wall 33 of the base by means of a screw 55.

The posts 4| are located near the concaved end of the housing. The lever I3 is pivoted intermediate its ends on a headed stud 51 located at the center of the other end of the housing, the stud being fixed in position parallel to the posts. As shown in Fig. '7, the stud extends through a 'hub 59 of the lever, the hub being located between a boss 9| formed integrally with the base 29 and a boss 63 formed integrally with the cover 35. The head 35 of the stud is received in a recess 61 opening toward the bottom of the base and the stud is threaded at its upper end in the boss 63. Thus, the stud acts to hold the base and cover in assembled relation as well as the posts 4I.

Within the housing is mounted a switch unit generally designated 69. The construction of this unit is detailed in Figs. 13-17 and comprises a sheet metal case i which in plan is of elongate rectangular outline and in end elevation (Fig. 7) is of approximately square outline. The case has a top wall 13, side walls 15 and end walls 11. Its open bottom is closed by a bottom closure member 19 of insulating material, held in assembled relation with the metal case by tongues 80 formed as integral parts of the side walls of the case extending through notches 82 in the side edges of the closure 19 and bent under the latter (see Fig. 16). Riveted in the closure member 19 are seven contacts 8|, 83, 85, B1, 89, 9| and 93, arranged as illustrated in Fig. 16.

Longitudinally slidable in the case are two blocks 55 and 91 of insulating material. These are biased away from one another toward neutral position wherein their outer ends engage the opposite end walls of the case by a compression spring 99. The two blocks are identical, their positions being reversed in assembly. Each block has a recess ifll in its inner end receiving the respective end of the spring 99. Associated with each block is a generally triangular contact plate, the plate associated with block 95 being designated IBM and the plate associated with block 91 being designated I331), each plate having three contact bosses H15 arranged in a triangle. Each plate is accommodated in a recess I01 in the bottom of its respective block and has upwardly projecting tongues I99 slidable in vertical grooves III in the sides of its respective block. Each plate is biased downward against the closure member 19 by a compression spring H2 located in a recess II 3 in the respective block. The faces of contacts 8I-93 are flush with the inside face of member 13.

A metal plate or slide H5 is slidable longitudinally of the case 69 between the top surfaces of the blocks 95 and 91 and the top 13 of the case. This plate carries a stud H1 which exends upward through an elongate longitudinal slot H9 in the top or" the case. At its ends, the plate or slide H5 has downturned ears IZI which are received in horizontal grooves I23 in the sides of the blocks behind shoulders I25 on the block. When the two blocks are in their normal position at the ends of the case (Figs. 13-15), the shoulders I25 on both blocks engage the ears I2I at the ends of the slide H5. In this position of the blocks, the stud H1 is centered in a neutral position (Figs. 5 and 13). The contact plate I03a associated with the block 95 bridges contacts 8I and 83 when the block is in its normal end position. When the block 95 is moved to the right, as viewed in Figs. 13-16, the contact plate Ill3a associated therewith bridges contacts 33, 85 and 9|, as indicated in Fig. 16. The contact plate I03b associated with the block 91 bridges contacts 81 and 39 when the block is in its normal end position. When the blocl: 91 is moved to the left, as viewed in Figs. 13-16, the contact plate I93b associated therewith bridges contacts 85, 81 and 93.

The inner end of the lever :3 inside the housing 21 is formed with a longitudinal groove I21 in its bottom. The switch unit is mounted under the inner end portion of the lever with the stud H1 extending into the groove I21. The unit 69 is carried by a bracket I29 mounted on posts I3I extending upward from the bottom wall 3| of the housing base 29. The bracket has a slot coextensive with the slot H9. The arrangement is such that when the two blocks 95 and 91 are in their end positions, and stud H1 is centered (Figs. 4, 5 and 13-15), the lever I3 occupies the neutral position shown in Fig. 3 and in solid lines in Fig. 4. When the lever is swung clockwise from its neutral position as viewed in Fig. 4 to the upper dotted-line position shown, which is its right turn position, it moves the stud H1 to the left as shown in Figs. 5 and 13, thereby moving the block 91' to the left so that the contact plate i331) associated with the block 91 bridges contacts 85, S1 and 93. This compresses the spring 99. When the lever is swung counterclockwise from neutral as viewed in Fig. 4 to the lower dotted-line position shown which is its left turn position, it moves the stud I I1 to the right as viewed in Figs. 5 and 13, thereby moving the block 95 to the rig-ht so that the contact plate 193a associated with the block 95 bridges contacts 33, 85 and EH (see Fig. 16) Here again, the spring 98 is compressed.

The lever I3 is adapted to be latched in either of its right or left turn positions by a latch plate I33 mounted for sliding movement on the posts 4| The latch plate is formed with two upwardly projecting bosses I35 on opposite sides of its center and is biased upward by compression springs I31 which fit around the posts :11. The lever I3 has a nose or detent I39 fixed upon its inner end extending over the latch plate. When the lever is in neutral position, the detent I39 is received in the groove between the bosses I35 (see Figs. 4 and 6). When the lever is swung either to right turn or left turn position, the detent rides over a boss, thereby camming down the latch plate against the bias of the springs I31, until the detent rides off the boss, whereupon the latch plate springs upward to latch the lever in either right turn or left turn position With the detent engaged against the side of the appropriate boss. Springs I31 exert suf ficient force to hold the lever latched either in right turn or left turn position against the return bias of the spring 99. The latch plate I33 is fixed to a plate I40 riveted on the upper end of a magnetic plunger I4I which is vertically slidable in solenoid coil 23. The latter is mounted on a base plate I43 supported at its ends on the bosses 43 and held by the posts H. The arrangement is such that when the coil is energized, the latch plate is pulled downward against the bias of the springs I31 to release the lever I3 for return to neutral position, should the lever have been latched either in right turn or left turn position.

In the top wall 31 of the cover 35 of the housing 21 is a window I45. A pilot lamp I41 is mounted in the housing under the window, the lamp being received in a socket I49 mounted on a bracket I'5I secured to the side wall of the housing as indicated at I53.

The switch 25 is illustrated in detail in Figs. 8-12. As shown, it comprises a two-part housing I GI consisting of a cup-shaped case I53 and a closure of insulating material for the case. Riveted in the closure I85 are three contacts I61, I69 and HI, their inside faces being flush with the inside surface of the closure. The closure is held in assembled relation with the case by tongues I13 formed as integral parts of the case extending through notches I15 in the periphery of the closure and bent over upon the outside of the closure (see Fig. 9). A socket I11, formed of sheet metal, is mounted for rotation in a bearing I19 at the center of the base of the case I63. The socket is of hexagonal form. to fit the nut 9 usually found on the end of the pitman arm shaft '5 of the steering gear, and has a hollow shank I8I extending through the bearing I19 into the case. At its end within the case, the shank is formed with out-turned diametrically opposite flange portions I83.

At I81 is shown a disc of insulating material. This disc is held in centered position against the flanges I83 at the inner end of the shank I'8I by tongues I89 extending from the lower end of the shank into openings I9I in the disc. The tongues I89 are located between the flanges I83, and key the disc to the shank and the socket I11 for rotation therewith. A stud I 93 is fixed in the center of the disc and extends toward the closure I55. The stud is non-circular and extends through a corresponding opening in a contact plate I95, the latter being rotatable with andv axially slidable on the stud. Ahead I91 on the end of the stud keeps the contact plate on the stud. A compression spring I99 surrounds the stud between the disc and the contact plate to bias the latter into engagement with the closure I55. The contact plate has three contactbosses MI, 203 and 205. As illustrated, a tongue 281 struck from the material of the case extends into a notch 289 in the periphery of the disc I81 for locating purposes in assembly.

As illustrated inFig. 1, the switchfl iscarried by a bracket 2 I I attached to the housing 2 I 2 for the shaft 5 with the nut 9 on the end of the shaft 5 received in the socket I11. Thus, as the steering wheel 3 is turned to right or left, the socket I11, disc I81, the stud I93 and the contact plate I95 also turn. Fig. 11 illustrates a neutral position of the disc I81 corresponding to the neutral position of the steering wheel. In this position of the disc, the tongue 201 is at the center of the notch 2.09. The position of the bosses '2IJI, 283 and 285 on the contactplate I95 for this neutral position of the disc I81 is shown in Fig. 9. When. the steering wheel is turned to theright, the contact plate I95 is turned to a right turn position wherein boss 203 'on the plate engages contact I61 and bass '20I engages contact I59, thus comthrough the contact plate. when the steerin wheel is turned to the left, the contact plate I95 is turned to a left turn position wherein boss 285 on the plate engages contact I51 and boss 20I engages contact I1I, thus completing a circuit from contact I61 to contact I12I.

Fig, 2 illustrates a wiring arrangement where in the front and rear signal lamps are solely turn-indicating signal lamps, another conventional lamp or lamps (not shown) being used for stop indicating purposes. As shown, a power line -2I5 including a fuse 2I9 and a flasher 229 leads from one terminal of the battery 22I of the vehicle to the center contact of the switch unit 69. The other terminal of the battery is grounded as indicated at 222. A branch line 223 leads from the contact 93 of switch unit 99 to a line 225 connecting the right front and rear signal lamps I5 and I1 The latter are grounded as indicated at 221. A branch line 229 leads from the contact 9| of the switch unit 69 to a line 23I connecting the left front and rear signal lamps I9 and 2I. The latter are grounded as indicated at 233. The solenoid coil 23 is connected in a line 235 connected at one end to the contact I61 of the switch 25 and grounded at its other end as indicated at 231. A line 239 connects line 223 and contact I69 of switch 25, and a line 24I connects line 229 and contact ill of switch 25. The flasher 220 may be of any suitable conventional type, for example one such as shown in U. S. Patent 1,919,349. The pilot lamp I41 is connected in a circuit 242 leading from a terminal of the flasher to one terminal of the pilot lamp socket, the other terminal of the sockat being connected to ground.

In the operation of the system wired as illustrated in Fig. 2, when the driver of the vehicle is about to make a'right turn, he swings :the lever I3 to its right turn position, thereby moving the contact plate I83b associated with the block :91 into position bridging contacts and 93 of switch unit 69, this position of plate I831) being illustrated in dotted lines in Fig. 2. Plate "3a remains in its end position, as illustrated in dotted lines in Fig. 2. This compresses the spring 99. The lever is held latched in right turn position by the latch plate I33. With contacts 85 and 93 bridged by the contact plate 183b, a circuit is established from the battery through fuse 2I9, flasher 220, from contact 85 to contact 93 through contact plate I031), and through lines 223 and 225 to the front and rear rightsignal lamps I5 and I1, the circuit being completed through ground back to the battery.

The lamps I5 and I1 flash on and off as long as the lever is latched in right turn position. The pilot lamp I41 flashes on and off to apprise the driver of the operation of the system. "When the steering wheel '3 is turned to make the right turn, this turns thesteering rod 4 and the pitman arm shaft 5, and the shaft 5 turns the contact plate I95 of switch 25 toa position wherein the plate I95 bridges contacts I61 and IE9. This completes a circuit through the solenoid coil 23, this circuit being establishedfrom contact 93 through line .223, line 239, from contact I69 through the plate I95 to contact I51, and through line 235 including coil 23 to ground at Coil 23 is thus energized, and retracts the latch plate I33 against the bias of springs I31 to release the lever I3, whereupon the lever returns to neutral position, and the block 91 returns to its end position under the bias of spring 99. As the block 91 returns to its end position, con- .illustrated in solid lines in Fig. 2.

contact III of switch 25.

7 tact plate I03?) slides off contacts 85 and 93 and opens the signal lamp circuit, whereupon the right front and rear lamps and the pilot lamp are deenergized.

When the driver of the vehicle is about to make a left turn, he swings the lever I3 to its left turn position, thereby moving the contact plate |03a associated with the block 95 into position bridgin contacts 85 and 9| of switch unit 69, this position of plate |93a being illustrated in solid lines in Fig. 2 and in dotted lines in Fig. 16. Plate I83b remains in its end position,

This compresses the spring 99. The lever is held latched in left turn position by the latch plate I33. With contacts 85 and 9| bridged by the contact plate I03a, a circuit is established from the battery through fuse 2|9, flasher 220, from contact 85 to contact 9| through contact plate I 93a, and through lines 229 and 23| to the front and rear left signal lamps I9 and 2|, the circuit being ompleted through ground back to the battery.

The lamps I9 and 2| and the pilot lamp I41 flash on and off as long as the lever is latched in left turn position. When the steering wheel is turned to make the left turn, this turns the steering rod 4 and the pitman arm shaft 5, and the shaft 5 turns the contact plate I95 of switch 25 to a position wherein the plate I95 bridges contacts I61 and Hi. This completes a circuit through the solenoid coil 23, this circuit bein established from contact 9i through line 229, line 24I, from contact I'II through the plate I95 to contact I61, and through line 235 including coil 23 to ground at 231. gized, and retracts the latch plate I33 against the bias of springs I31 to release the lever I3, whereupon the lever returns to neutral position, and the block 95 returns to its end position under the bias of spring 99. As the block returns to its end position, contact plate |93a slides off the contacts 85 and 9| and opens the signal lamp circuit, whereupon the left front and rear lamps and the pilot lamp are deenergized.

It will be seen that coil 23 is automatically energized to release the lever I3 for return to its neutral position as soon as the driver turns the wheel to go into a turn. If, however, the driver should wish to cancel a direction signal without turning, he may simply manually push 'the lever I3 back to its neutral position.

It will be noted that with the Fig. 2 system,

. only three contacts of switch unit 69 are utilized. 1 Fig. 18 illustrates a system wherein the front and rear lamps are used for turn-indicating sig- :nals and the rear lamps are also used for stop signals, all seven contacts of switch unit 99 here .being utilized. As shown, power line 2 I5 including a fuse 2 I 9 and the flasher 228 leads from one terminal of the battery 22| to the center .contact 85 of the switch unit 99, the other terminal of the battery being grounded as indicated at 222, as in Fig. 2. A branch line 243 leads from contact 83 to the right front lamp I5. A branch line 245 leads from contact 8'! to the right rear lamp IT. A branch line 241 leads from contact 9| to the left front lamp I9. A branch line 249 leads from contact 83 to the left rear lamp 2|. The solenoid coil 23 is connected in a line 235 connected at one end to the contact I67 of switch 25 and grounded at its other end as indicated at 237, as in Fig. 2. A line 25| connects line 243 and contact I89 of switch 25, and a line 253 connects line 241 and A switch 255 operated Coil 23 is thus enerby the brake of the vehicle (closed when the brake pedal of the vehicle is depressed) is connected in a line 251 leading from the battery to the contact 8| of switch unit 69. A line 259 connects contacts 8| and 89.

In the operation of the system wired as in Fig. 18, assuming the lever I3 is in its neutral position, and contact plates I93a and I832) are in their end positions, when the driver applies the brakes of the vehicle and thereby closes switch 255, both rear lamps I1 and 2| are steadily energized for signalling a stop. Under these circumstances, the rear lamps have a common circuit from the battery through line 251 (switch 255 being closed) to contact SI, and branch circuits from contact 8| through contact plate I03a, contact 83, line 249, the lamp 2| and through ground back to the battery, and from contact 8| through line 259, contact 89, contact plate I031), contact 87, line 245, the lamp I1 and through ground back to the battery.

To signal a right turn, the driver swings lever I3 to right turn position, thereby moving contact plate I 9312 into position bridging contacts 85, 87 and 93, the lever becoming latched in right turn position. This causes the right front and rear lamps I5 and I; and the pilot lamp I4! to flash, lamps I5 and II having a common circuit from the battery through fuse 2 I 9 and the flasher 225 to contact 85, with branch circuits from contact through contact plate I031), contact 93 and through line 243 to the right front lamp I5, and from contact 85 through contact plate I 93b, contact 8? and line 245 to the right rear lamp I'I. Now, if the driver should apply the brakes and close switch 255, the left rear lamp 2| will be steadily energized for signalling astop, the circuit for this lamp being completed as follows: from the battery through line 25? (switch 255 being closed) to contact 8|, through contact plate I93a (which is in its end position) to contact 83 and thence through line 249 to the left rear lamp 2|, and through ground back to the battery. It will be noted that with the contact plate I031; in the dotted line position shown in Fig. 18, the circuit is broken between line 259 and 245, consequently closure of switch 255 has no effect on the right rear light I7, which is flashing to signal a right turn. When the steering wheel is turned, going into the signalled right turn, the circuit for solenoid coil 23 is established from line 243 through line 25I to contact I69 of switch 25, and through contact plate I95 of switch 25 to contact I91 and thence through line 235 including coil 23 to ground, as in the Fig. 2 system, to return the lever I3 to neutral position.

To signal a left turn, the driver swings lever I3 to left turn position, thereby moving contact plate I834: into position bridging contacts 83, 85 and SI, the lever becoming latched in left turn position. This causes the left front and rear lamps I9 and 2| and the pilot lamp I41 to flash, lamps I9 and 2| having a common circuit from the battery through fuse 2|9 and the flasher 229 to contact 85, with branch circuits from contact 85 through contact plate I03a, contact 9| and through line 241 to the left front lamp I9, and from contact 85 through contact plate I03a, contact 83, and through line 249 to the left rear lamp 2|. Now, if the driver should apply the brakes and close switch 255, the right rear lamp I I will be steadily energized for signalling a stop, the circuit for this lamp being completed as fol-- low from t e ry through line 251 (switch 255 being closed) to contact 8|, thence through line 259 to contact 89, and through contact plate I031; (which is in its end position) to contact 81 and through line 245 to right rear lamp I1. It will be noted that with contact plate 13a in the solid line position shown in Fig. 18, the circuit is broken between lines 251 and 249, consequently closure of switch 255 has no effect on the left rear light 2|, which is flashing to signal a left turn. When the steering wheel is turned, going into the signalled left turn, the circuit for coil 23 is established from line 241 through line 253 to contact ill of switch 25 and through contact plate I95 of switch 25 to contact I61 and thence through line 235, to return the lever [3 to neutral position,

It will be noted that, with either the Fig. 2 or Fig. 18 system, the lever I3 is manually set for signalling a right or left turn, as required, and is latched in either right or left turn position. This causes the lamps on the appropriate side of the vehicle to flash. When the steering wheel of the vehicle is turned going into the signalled turn, the lever automatically returns to neutral position and the turn signal is discontinued. The return of the lever to neutral position is not dependent upon return of the steering gear to a straight course after completion of the turn. The lever may also be manually returned to neutral position a desired. The Fig. 18 system in effect combines the Fig. 2 systern with a stop signal system to provide a dual system, using the rear lamps for both turn and stop signals, wherein both rear lamps are steadily energized for a stop signal when no turn signal is being given, and wherein when one rear lamp is flashing for a turn signal, the other is energized steadily for a stop signal.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained.

As many changes could be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

I claim:

A switch for use in a turn-indicating signailing system comprising a housing, means at one end of the housing for attaching it to the steering column of a vehicle, a lever pivoted at the other end of the housing with one end extending into the housing and it other end extending out of the housing, a pair of posts in the housing located toward its said one end and extending parallel to the pivot axis of the lever, a latch plate mounted for sliding movement on the posts, the lever having a detent at its end within the housing extending over and engageable by the latch plate, spring means biasing the latch plate into engagement with the detent, the latch plate being formed to latch the lever either in a right turn position on one side of a neutral position or a left turn position on the other side of neutral position, the latch plate being carried by a magnetic plunger slidable in a solenoid coil mounted in the housing, said coil, when energized, retracting the plunger and the latch plate against the bias of said spring means, a switch unit in the housing having right and left turn contacts and an operating member actuated by the lever for closing the right turn contacts when the lever is swung to right turn position and for closing the left turn contacts when the lever is swung to left turn position, and spring means in the switch unit biasing the switch operating member and the lever to neutral posi- 'tion.

HENRY G. DIBELKA.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,465,596 Collins et a1 Aug. 21, 1923 1,620,456 Gallus et al Mar. 18, 1927 1,647,663 Pollock Nov. 1, 1927 1,690,370 Moeller Mar. 6, 1928 1,902,700 Hadano Mar. 21, 1933 2,111,931 Howard Mar. 22, 1938 2,122,508 Bell July 5, 1938 2,126,940 Metcalf Aug. 16, 1938 2,188,058 Metcalf Jan. 28, 1940 2,344,685 Eshbaugh Mar. 21, 19-44 2,362,689 Eshbaugh Nov. 14, 1944 2,526,611 Rodrick Oct. 17, 1950 2,528,035 Clayton Oct. 31, 1650 2,596,834 Barcus May 13, 1952 FOREIGN PATENTS Number Country Date 448,844 Germany Aug. 30, 1927 

